2018 Renault ZOE Electric · G26 MKC

The most recent DVSA examination on 29 July 2026 resulted in a PASS, with two advisories recorded for a worn, pitted or scored nearside front brake disc and slight damage to the nearside front outer tyre sidewall. While the vehicle is roadworthy at present, the immediate prior test on 26 August 2025 was a FAIL with four major defects relating to non-functioning nearside headlamp dipped and main beam, an untestable headlamp aim, and excessively worn ball joints on both front lower suspension arms. The headlamp and suspension issues were presumably rectified for the 2026 test, as no recurrence has been logged. However, the presence of multiple major suspension wear items only a year ago suggests a degree of accelerated component degradation, and the advisory on the front brake disc indicates that corrosion or wear is beginning to compromise the braking surface. The overall trend over the MOT history shows intermittent minor and advisory items rather than a stable, clean pattern, so a buyer should treat the suspension and brake areas as priority inspection zones. With recorded mileage of 43,969 miles over an eight-year service life, this Renault Zoe has averaged approximately 5,500 miles per year, which is notably low for its age and points to either predominantly urban use, a commuter driven only short distances, or extended periods of standing. Low annual mileage can be a mixed blessing for an electric vehicle: it generally preserves the high-voltage battery from extensive cycle wear, but it can also allow standing-related deterioration of mechanical ancillaries. Periods of inactivity are particularly relevant to the advisories already recorded, as brake discs left standing can develop surface corrosion and pitting, and suspension joints can seize or degrade from lack of movement. There are no significant gaps or sudden jumps in the recorded mileages between tests, indicating consistent light use rather than erratic patterns. On a physical inspection, particular attention should be given to the front suspension assembly, given the major defects recorded against both lower arm ball joints in 2025. Even if these were replaced, the buyer should listen for clonks or knocking over speed humps and uneven road surfaces, and visually check for perished or cracked suspension bushes, leaking shock absorber seals, and any uneven tyre wear that might indicate a geometry issue or worn component downstream. The front brake disc advisory should prompt a close inspection of disc thickness and surface condition, checking for lipping, deep scoring, or brake shudder under firm application, and verifying that the calipers are releasing freely, as binding calipers are a common consequence of low-mileage standing. The nearside front tyre should be examined for sidewall integrity, ensuring the damage noted at MOT is not worsening or indicative of impact damage. Beyond the recorded items, age-related inspection points are highly relevant for a vehicle of this profile. All tyres, including those on the rear axle where perishing advisories were noted in 2024, should be checked carefully for sidewall cracking and tread depth, as tyres older than six years commonly suffer dry rot regardless of remaining tread. The 12V auxiliary battery should be tested for state of health, as low-mileage use with short journeys and infrequent driving is a leading cause of premature 12V failure in EVs, which can manifest as random warning lights or failure to start. Brake fluid is hygroscopic and should ideally be renewed on a calendar basis every two years regardless of mileage, while the coolant and any gearbox or reduction gear oil should be verified against the manufacturer service schedule. Finally, confirm that the high-voltage traction battery state of health and remaining capacity are documented, as standing use can still cause gradual degradation, and ensure charging cables and the onboard charger function correctly before purchase.